US1476308A

US1476308A - Internal-combustion engine

Info

Publication number: US1476308A
Application number: US557431A
Authority: US
Inventors: Charles J Toth
Original assignee: INTERNAT PROCESS AND ENGINEERI
Current assignee: INTERNAT PROCESS AND ENGINEERI; INTERNATIONAL PROCESS AND ENGINEERING Corp
Priority date: 1922-04-29
Filing date: 1922-04-29
Publication date: 1923-12-04
Anticipated expiration: 1940-12-04

Description

Dec. 4 1923.

c. J. TcSTH INTERNAL COMBUSTION ENGINE Filed April 29. 1922 3 Sheets-Sheet 1 a X. K H a X H awm R m i g Q. m M J fill-1t 7 v. MW KN NM w RN\ h A w K R MWF F 7 a avwvntoz Dec. 4 1923.

c. .1. TOTH INTERNAL COMBUSTION ENGINE Filed April 29,

1922 25 Sheets-Sheet 2 Dec. 4 1923.

c. J. TOTH INTERNAL COMBUSTION ENGINE Filed April 29. 1922 3 Sheets-Sheet 5 Patented Dec. 4, T23.

CHARLES J. TG'IH, F STAPLIETON, NEW YORK, ASSIGNOR TO INTERNATIONAL PROCE$S AND ENGINEERING CORPORATION, OF NEW YORK, N. Y., A CORPORATION OF NEW YORK.

lfNTERNAL-COMBUSTION ENGINE.

Application filed April 29, 1922. Serial No. 557,431.

To all whom it may concern:

Be it known that ll, CHARLES J. TTH, a citizen of the Republic of Uruguay, and resident of Stapleton, New York city,county of Richmond, and State of New York, have invented certain new and useful Improvements in-lnternal-Combustion Engines, of which the following is a pecification.

The invention relates to internal combustion engines, and particularl to such engines of the two cycle type. ne of the objects of the invention is the provision of an improved engine of this type having its parts so constructed and related as to proride for supercharging the cylinder. In the present construction the exhaust ports of the cylinder are closed, cyclically, before the inlet ports are closed. The air or mixture thus continues to pass through the inlet ports into the cylinder during the interval between the closing of the exhaust ports and the closing of the inlet ports, and this continued charging of thecylinder after the exhaust ports have closed is what is referred to herein as the .supercharging of the cylinder. engines such action is not possible, because of the fact that in them the exhaust ports remain open until after the inlet ports have closed, so that no air or mixture can be forced into the cylinder after the exhaust openings thereof have been closed, except by arrangements employing a valve as in a Diesel type of engine, which valve is eliminated in the present invention.

In attaining this supercharge a precompression chamber may be provided, in which chamber air or hydrocarbon fuel mixture, as the case may be, is com ressed and then discharged into the .com ustion chamber through suitable ports.

In the embodiment of the invention herein shown and described, this supercharge is accomplished by providing two pistons operating in the cylinder, one being given a lead over the other. the first controlling the exhaust ports while the second controls the inlet ports; the arrangement and construction of the ports and the relative relation of the pistons being such that the exhaust ports are closed before the inlet ports are closed, and such that the exhaust ports are opened before the inlet ports are opened.

65 In the present invention the lead is ob- In the usual form of two-cycle tained as follows. A pair of pistons in an engine unit are connected by rods to a revolving crank or cranks; on the crank or cranks, interposed between the same and the surrounding portions of the connecting rods, eccentrically mounted bushing portions or bushings are arranged, and caused to rotate about the crank or cranksduring the rotation of the latter. The bushing portions or bushings are so arranged and rotated as to give one piston the desired lead over the other at suitable times. 7

In one form of the invention a duplex cylinder is used having parallel cylinder portions, in which operate pistons connected by connecting rods of equal length to the same throw of the crank shaft. The latter has an eccentrically mounted sleeve or bushing thereon, which itself rotates about the crank pin during the rotation of the latter through its stroke circle. One part of this bushing, to which one of the connecting rods is connected is so arranged that its eccentric position is in advance, angularly, with respect to the eccentric position of the other bushing portion, to which, the other connecting rod is connected.

The result of such a construction, in the present invention, is to cause one piston to reach certain points in its stroke before the other piston reaches corresponding points. Various advantages, in addition to those referred to above, may be obtained by such an arrangement. Thus, the exhaust ports may be caused to open fully, more speedily than is usual, while the full opening of the inlet ports'may be somewhat retarded, in comparison with the known constructions. By opening the exhaust ports fully, durin the early part of the period during whic these ports are at least partly open, theexhaust of burnt gases may be quickly accomplished. Also, agreater vacuum than is usual will be formed in the cylinder during the period when, as stated above, the exhaust ports are open before-the inlet orts are opened. This greater vacuum 'wi be caused by the fact that the exhaust gases achieve a, greater velocity than is usual during the early part of the exhaust port opening period, because of the early full opening of the exhaust ports.

By not opening the inlet ports fully until the latter part of the period during which these ports are at least partly open, scavenging of the burnt gases from the cylinder will be accomplishedby the action of less than the full amount of fresh charge. Accordingly there will be less likelihood of aortion of fresh charge going out of the exliaust ports with the burnt gases. Preferably, the maximum opening of the inlet ports occurs only at about the time the closing of the exhaust ports is completed.

Other objects of the invention relate to the provision of improved features of con; struction and combinations of parts as will be more fully set forth hereinafter.

In order that a clearer understanding of the invention may be had attention is hereby directed to the accompanying drawings illustrating certain embodiments of the invention.

In the drawings- Fig. 1 represents a vertical section taken through an engine unit embodying the invention, this unit comprising a duplex cylinder having parallel cylinder portions side by side;

Fig. 2 is a diagram illustrating the operation of the engine; I

Figures 3 and 4 are horizontal sections taken respectivly on line 33 and line 4-4 of Fig. 1, the pistons being omitted;

Figures 5 and 6 are vertical sections .taken respectively on lines 5-5 and 66 of Fig. 1;

Fig. 7 represents a longitudinal section taken through an engine unit comprising a modified form of the invention, this unit comprising a cylinder having pistons mounted in the opposite end portions thereof to move towards and away from each other;

Figures 8, 9 and 10 are sections taken respectively on lines 8-8, 9-9, and 1010 of Fig. 7;

Fig. 11 is a diagrammatic side elevation of a multiple cylinder engine formed of 'units similar to those shown in Fig. 1;

Fig. 12 is a diagrammatic top plan view of a multi-cylinder engine made up of units 1 similar to the one shown in Fig. 7, in one arrangement of the same; and

Fig. 13 is a diagrammatic top plan view,

of a multiple cylinder engine composed of units similar to that shown in Fig. 7, with a different arrangement of the units from that shown in Fig. 12.

Referring to the drawings and particularly to Fig. 1, an internal combustion engine is illustrated having a duplex cylinder which may comprise a casting I mounted above the crank case 2. The cylinder is provided with twb parallel downwardly extending cylinder portions 3 and 4 arranged side by side with a common combustion chamber 5 above the same. The crank shaft 6 is mounted in suitable hearings in the crank case and is provided with a single crank or throw 7. Pistons 8 and 9 are mounted for reciprocation in the two parallel cylinder portions 3 and 4, and are connected by con-' necting rods .10 and 11 to crank 7, an eccentric sleeve or bushing being mounted on crank 7 and, therefore, interposedbetween the crank and the lower portions of the connecting rods surrounding the same. Connectingrods 10 and 11 are of equal length. The eccentric bushing referred to will presently be described.

It will be noted that the parallel cylinder portions 3 and 4 are arranged, in the construction shown in Figs. 1, 3 and 4,- with their axes in a plane in which the axis of crank shaft 6 is also included. Cylinder portion 3 is provided with the exhaust port openings 13 extending therethrough, these ports being controlled by piston 8. Cylinder portion 1 is provided with the inlet ports 14 extending therethrough, these ports being controlled by piston 9. Cylinder portion 3 has an outer wall 3 spaced from the inner wall within which piston 8 operates and cylinder portion 4 has an outer 'wall 4 spaced from the inner wall within which piston 9 operates.

Ports

13 and 14 extend through the inner walls of the cylinder (Figs. v1 and 3). An annular space 13 is provided between the inner and outer walls of cylinder 3, to partly surround the inner wall, and exhaust outlet 13 in the outer wall 3 connects this space with the outside air or with an exhaust mufier; A division wall 25 is provided between the two parallel cylinder portions 3 and 4, this wall extending-upwardly into the upper portion of the interior space of the cylinder, with an open space above the same, as shown in Fig. 1.

Further description of the cylinder construction and of the pistons 8 and 9 will be given hereinafter. It is thought that the construction and operation of the device will be more clearly understood by giving at this point a description of the mechanism by which the pistons are reciprocated.

in the construction shown in Figs. 1, 5 and 6, a bushing indicated generally by the reference character 29 is mounted upon the crank 7, extending between crank discs I, '7 of the crank shaft 6. Bushing 29 is mounted eccentrically upon the crank pin, a bearing sleeve 29" preferably being interposed between the crank pin. and bushing. The crank pin may conveniently be formed integral with one of the crank discs 7 with its other end secured to the other lllll diameter at its right hand end upon which is mounted, and a portion 29 upon which.

connecting rod 11 is mounted. A spur gear 30 is also integral with or secured to bush iug 29 and concentric with crank 7, this gear engaging with an internal gear 31 which is fixedly mounted in the crank case 2.

The

bushing portions

29 and 29 each have. the same amount of eccentricity, the axis of the portion 29 of the bushing being, however, advanced a certain number of degrees in the direction of rotation of crank 7, in relation to the axis of bushing portion 29 This will be evident from Figs. 5 and (E in which-the crank 7 is represented as being at its upper dead center, the rotation of the crank shaft being considered as in a counter-clockwise direction, as is shown by the arrows..- lit will be noted that the axis of bushing portion 29 indicated at 29, is located in an angularposition a number of degrees in advance of the vert cal plane extending through the center of thecrank pin,

while, as is shown in Fig. 6, the axis 29 of bushing portion 29 is located an-equal number 'of degrees to the rear of the same vertical plane. In order to facilitate reading the drawings the bushing portion 29 is indicated by A in Figs. 1 and 5 respectively, and the bushing portion 29 is indicated by reference character B in Figs. 1 and 6 respectively.

ln the construction shown in Fig. 1 the spur gear 30 is positioned between the

bush ing portions

29 and 29 at about the intermediate point in the length of the bushing.

The spur gear is coaxial with crank pin 7 while, the internal gear 31 is coaxial wlth .crank shaft 6. Inthe construction shown tween the spur gear and the the spur gear has one-half as manyteeth as the internal gear, so that thear-ratio bemternal gear will be two to one.

With such a construction spur gear 30' will constantly mesh with internal gear 31 during the rotation of the crank shaft, the

spur gear and-bushing 29 accordingly. ro

tating about crank pin 7 with twice the angular speed of the crank-pin; that is to say,

the-spur gear and bushing will make-two complete revolutions about-the crank pm during each revolution of the crank pin about its own center of rotatmn; The-result of this arrangement, bushing portion 29 being advanced in its eccentricity in relation to bushing portion 29 will be to cause the connecting rods 10 and 11 to descend and ascend with variable speeds, piston 8 having a lead over piston 9 so as to open the exhaust port 13 before piston 9 opens the inlet ports 14 and to close the exhaust ports 13 before piston 9 closes the inlet ports 14. This will be explained more fully hereinafter with reference to the diagram shown in Fig. 2.

I will nowret urn to .the description of the cylinder construction and of the two pistons 8 and 9. The piston 9, controlling the inlet ports 14, is provided with an in ner-hollow cylindrical portion 15 a top portion 16 and an outer concentric cylindrical portion 17 The piston 8 is similarly provided with

portion

15, 16 and 17.

This construction provides what 1 term a differential piston in each of the cylinder portions 3 and 4. A member 18, preferably a casting, is provided at the bottom of the .two parallel-cylinder portions 3 and 4, this member having cylindrical guide portions 20, 20 which "constitute guides for the inner cylindrical piston portions 15 and 15 lllemberlS is also provided with horizontal flanges cit-diaphragm portions 21, which serve to separate the interior oi 'the. crank l case from precompression chamber 27 provided above flanges 21 and hereinafter tois the practice in the Diesel type of engine.

have illustrated the cylinder "head 22 as provided with opening 23 in which a spark lug'or fuel injector may be positioned.

ion

heupper portion of the cylinder may be suitabl-ypwater jacketed, as is indicated at 24'. The'division wall 25 between the two parallel cylinder portions 3 and 4 extends upwardly into the upper portion of-the interior space of the cylinder, as has been previous y stated, and has a passageway indicated at 25 beneath the same for a purpose hereinafter tobe described.

Exhaust ports 13 are controlled by the portions 17 of greatest diameter of piston 8 While'the inlet ports 14 in the cylinder portion, 4 are controlled by the portion 17 of greatest diameter of piston 9.

Ports

26 and 26 in cylinder portions 3 and 4 respectively (see Fig. 4) serve as inlet ports for the precompression chamber 27 and are also controlled by. portions '17, 17 of greatest diameter of pistons 8 and 9. The precompression chamber 27 extends aroundcylinder portions 3 and 4, in the space above the horizontal flange 21 of member 18, with in the outer walls 3 and 4 and around the annular upwardly extending flanges 20. of member 18. An intake opening 28 (F ig. 4) leads through the outer wall of the'cylinder intermediate the outer wall portions '3 and 4 this opening leading into the annular space 28 which extends around the greater part of cylinder portion 3' between the inner and outer walls thereof and partly around cylinder portions 4 between the in ner and outer walls thereof, as is shown in Fig. 4. The

ports

26 and 26 are covered by the aprons or

outer portions

17, 17 of pistons 8 and 9, until on the upstroke of the pistons, the

outer aprons

17, 17 of the pistons begin to move past these ports. l/Vhen the lower edges of the outer aprons 17 17 of the pistons uncover

ports

26 and 26 air or mixture, entering through opening 28 in the outer wall of the cylinder will be free to flow in through

ports

26 and 26 tofoccupy the unobstructed space above flanges 21, be-

tween the outer walls 3 and 4 and the inner cylindrical portions of the pistons. That is to say,.the precompression chamber will comprise the space between inner and outer walls 3 and 3 4 and 4, the space below

aprons

17, 17 and the bottoms of inner walls 3 and 4, and the annular spaces between

apron

17, 17 andannular guides 20 and 20 and between

aprons

17, 17 and the inner cylindrical portions ofthe pistons above guides 20, 20 when the pistons are raised into the position shown in Fig. 1. The precompression chamber portions extending about cylinder portions 3 and 4 are connected together by the passageway below the division wall 25, previously referred to.

The inlet orts 26, as shown in Fig. 4, may and prefera ly are positioned at intervals around the circumference of cylinder portion 3. The ports 26 in cylinder portion 4, however, may be positioned around only a portion of the circumference of cylinder portion 4, so that room may be left for free communication between precompression chamber 27 and the inlet ports 14 which lead from the precompression chamber into the upper portion of the cylinder. This communication is established when ports 14 are uncovered by the apron 17 of piston 9, by way of the upwardly extending portion 27 of the chamber 27 which extends upwardly,-

at' the right hand sideof cylinder portion 4,

to the level of ports 14, as is shown in Figs. 1 and 4.

The air or mixture drawn into the precompression chamber on the up strokes of the pistons, as stated, will be compressed therein by the succeeding downward movement of the pistons, after the lower edges of the apron i7, 17?, have passed over and

closed ports

26, and 26. Opening 28 will connect with the outside atmosphere when the engine is to be provided with fuel injectors and will be connected to suitable carburetin means when the engine is to be provide with spark plugs and is to operate on the usual atomized mixture orair and fuel. It has not been deemed necessary to illustrate any connection from opening 28 to a carburettor or the like, since, as stated, the invention'is applicable to both forms of en gine.

The operation of the engine may briefly be described as follows. On the upstroke of the pistons, air or mixture as stated, will be drawn into the precompression chamber when

ports

26 and 26 are uncovered towards the upper limit of movement of the pistons. In Fig. 1 the pistons are shown at or about their upper positions in which the inlet ports for the precompression chamber will be thus opened. lVhen the pistons again descend this air or mixture will be compressed within chamber 27 until piston 9 has nearly reached its lowest position on the down stroke, when ports 14 will be opened by the upper edge of piston 9 descending past the same whereupon the com pressed air or mixture in chamber 27 will pass through these ports into the combustion chamber above the piston.

Towards the end of the down stroke of the pistons, that is the working or power stroke of the pistons, the exhaust ports 13 will be opened, shortly before the inlet ports 14 are opened, because of the fact that piston 8 has a lead over piStOn 9, as stated. There will, accordingly, be a scavenging action of the cylinder while both exhaust and inlet portsare open and until the exhaust ports 13 are again closed on the next up stroke of the pistons. The lead of piston 8 on the down stroke is established because of the arrangement and operation of the eccentric bushing 29 on crank pin 7, as will shortly be more fully explained.

Piston 8 also establishes a lead on the up stroke, so that exhaust ports 13 will be closed before the inlet ports 14 are closed. A period of super-charging then follows, the precompressed air or mixture in chamber 27 continuing to pass into the combustion chamber of the cylinder for a period while the exhaust ports are closed. The inlet ports 14 are then closed and a period of compression of the air or mixture above both pistons follows. When the pistons are close to their uppermost positions the explosion or combustion of the combustible mixture takes place in the combustion chamber and both pistons again start downwardly on their working strokes.

The operation of the engine is best shown by the diagram illustrated in Fig. 2 representing the movement of both pistons during one complete revolution of crank shaft 6. The travel of pistons 8 and 9 from their upper dead center positions and back again to the samepositions is indicated by the

lines

36 and 37 respectively. In deriving these lines, the stroke circle of the crank pin 7 is represented by either of the two circles 32K 32 indicated in dotted lines. The pitch circle of spur gear 30 is indicated by either of the dotted circles 33 ,33 while the pitch circle of internal gear 31 is inclicated by either of the dotted line circles 34 34 The positions of bushing portion 29 of bushing 29 in twelve equidistant positions of the stroke circle of crank 7 are indicated by the small circles 35 located about circle 32 at the right of the diagram. Similarly the positions of bushing portion 29 at the same .twelve points-in the stroke circle of crank 7 are indicated by the small circles S35 positioned about stroke circle 32 at the left of the diagram.

it will be noted that the centers of pitch circles 33 -and 33 are taken at the center of crank shaft 7 in the upper dead center position of the latter. The centers of pitch circles 34 and 34 are taken at the axis of crank shaft 6. The diameter of either pitch circle 33 or 33 is equal to the diameter of the stroke circle 32 or 32 It will be readily understood from this that spur gear 30 will engage continuously with internal gear 31 at all positions of the crank pin and that the spur gear will make two revolutions about the crank pin during each revolution of the latter.

The

bushing portions

29 and 29 integral with or secured to the spur gear, will also make two revolutions about the crank pin during each revolution of the latter. The centers of bushing portion 29 for twelve equidistant crank positions are indicated by the, points 1 2 3 etc., on the circumferences of the small circles 35 Similarly the centers of bushing portion 29 at twelve equally spaced crank positions are indicated by the points 1 2 3 etc., on the circumfcrences of the small circles 35 at the left of the diagram.

lt will be evident that the rotation of the

eccentric bushing portions

29 and 29 around the crank-pin will afl'ect the angular positions of the two connectin rods, the lower ends of which surround tie said portions of the bushing. Each connecting rod may be considered, in effect, as connecting the center of one of the bushing portions with the corresponding pistomaud the center of the bushing portion referred to will be moving inwardly of the stroke circle of the crank pin at certain positions of the bushing, and outwardly of the stroke circle of the crank pin at other positions, that is towards or away from the crank shaft center in the one case, or in the other.

The

lines

36 and 37 indicating the travel of-pistons 8 and 9 are laid out from the data referred to. Because of the fact that the

bushing portions

29 and 29 are so I mounted that the eccentricity of portion 29 at the upper dead center position of the crank pin, is advanced in relation to the eccentricity of portion 29 the piston 8 the exhaust ports before piston 9 closes the inlet ports.

Line 36 starts from point 1A and line 37 starts from point 1A as pistons 8 and 9 start outwardly on their working strokes, as crank 7 starts downwardly from its upper dead center position.

Lines

36 and 37 each have twelve positions indicated thereon, 1A to 121i. and 1A to 12A respectively, corresponding to the twelve ositions' of the stroke circles 32 and 32 he charge having been fired at about the upper dead center position of crank 7, the gases will exp-and and do useful work on the two pistons, the inlet and exhaust openings be ng closed. Exhaust openings 13 will begin to open as the upper edge of piston 8 passes downwardly past the same, this occurring after about, say, 120 of the stroke cycle of the crank. As is shown on the diagram, the exhaust ports may begin to open at point 5A on line 36. At the same point in the stroke circle of the crank, indicated by point 5A on line 37, the inlet ports .14 have not begun to i open.

The inlet ponts begin to open shortly thereafter, this opening occurring at a point indicated as 5A" on line 37, this polnt being indicated as intermediate positions 5A and GA on line 37 A scavenging action accordingly begins at the point in the downward movement-of the pistons indicated by point 51 the mixture or fresh air admitted through the inlet ports 14 sweeping through the cylinder and driving the burned gases out through the exhaust ports 13 in the portion 3 of. the duplex cylinder. This scavenging action continues until the exhaust ports are again closed by piston 8, this occurring at int 8A on line 36, which point is interme iate positions 8A and 9A- on line 36.

The inlet, ports are still open, as is indicated by the diagram, when the exhaust ports close, the inlet ports closing at position 9A on line 37. The combustion chamber of the cylinder will be super-charged with mixture or fresh air admitted therein from prerompression chamber 27 during the interval between the closing of the exhaust at point 8A and the closing of the inlet ports at-(point 521 f.

,oinpression of the intaken mixture or fresh air in the combustion chamber will be iii accomplished by both pistons during the interval represented by the rtion of line 37 between points 9A and 1A at the bottom of the diagram and between points 9A and LA, at the bottom of the diagram, on

line 36.

It will be understood that crank 7, refer-. ring to the two stroke circle diagrams, descends from position 1 to osition 7 and again ascends from position to position 1; Pistons 8 and 9, if their movements were not modified by rotation of the eccentric bushing, would accordingly make their down strokes from positions 1A and 1A to positions 7A and 7A on

lines

36 and 37 respectively, and make their succeeding up strokes from these positions to points 1A and 11%? at the lower ends of

lines

36 and 37. The lowest positions of the pistons actuallv occurat points on

lines

36 and 37 different from 7A and 7A as will be explained later.

' the exhaust ports at point Sr It will also be noted that the working strokes of the two pistons continue from the beginning of the down strokes until point 5A is reached, that the exhaust stroke continues from point 5A until the closing of that the scavenging stroke continues from the opening of the inlet ports at points 5A to the closing of the exhaust ports at point 8A; that the supercharge takes plane between points SA and 9A and that compression takes place between points 9A and 1A It will also be understood that vertical distances on the diagram represent time intervals, and horizontal distances from the vertical lines lA 1A and lA 1Zlf rep resent distances of the pistons away from their uppermost, positions. Accordingly the speed of each piston at any point is indicated by the rate, at such point, at which its

travel line

36 or 37 is diverging from the vertical line 1A 1A or 1A -1A connectin the beginning and end of such travel line. or example, piston 9 is travelling downwardly at approximatel a constant speed from position 2A to 4 2 on line 37. The speed of piston 9 then decreases somewhat between ositions 4A and 5A and de creases somew at more between points 5A and 5A". From point 5A" to 7A. piston 9 moves downwardly with a further decrease in speed andv from int 7A to 8A it moves further downw-ar ly at about the same speed. Between pointsBA and 9A itjbe gins to move upwardly again, at'a greater speed than that with which it was descending just before that time. It will be noted that the piston moves down somewhat after the crank passes its lower dead center at 7, because the center of bushing portion .29 is on the inside of circle 32 and is moving outwardly, between positions 7 and 8 on circle 32 I It will also be noted that piston 8 reaches its lowest position at about point 6A on line .36, before the crank has reached its lower dead center, because the center of bushing portion 29 is on the outside of circle 32 and is moving inwardly, when position 6 is reached.

By comparing the, various positions-on

lines

36 and 37 it will be noted that each connectin rod descends with, a variable speed difl hrent from that of the other connecting rod and also ascends with a variable speed different from that of the other connecting rod, at various points in the stroke circle of the crank. It will be noted, for example, that at point 2& connecting rod 9 is moving-downwardly'more rapidly than is connecting rod. 8 at its corresponding point 2A and has traveled further, as is evidenced by the fact that point 2A is further away from line 1A 1A than is point, 2A- from line 1A 1A The rates of travel and distances traveled by the two pistons at the various points in the stroke circle of the crank will, of course, be caused by the arrangement and rotation of the

bushing portions

29 and 29 as described.

Pistons 8 and 9 will open

ports

26 and 26 to admit mixture or fresh air into precompression space 27, as stated, when both pistons are approaching their upper dead center positions. Piston 8 starts to open these ports 26 at approximately position 12A on line 36 of the diagram, Fig. 2, and again closes them at approximately point 2A on line 36, that is shortly after piston 8 has left its upper dead center position on its following down stroke. Piston 9 starts to open inlet ports 26 at ap )roxiand mately position point 12Ai on line 3 again closes the same at about position 2A on line 37 on the next down stroke of piston 9. The air or mixture drawn into chamber 27 through

ports

26 and 26 will be compressed in chamber 27, after the closing of these ports, during the down strokes of both pistons.

respectively'open at slightly diflerent times (

points

12A and 12A*) and close at slightly different times (points 2A and 2A -In the diagram Fig. 2, the distance between the dotted

construction lines

38, 38 represents the width'of inlet ports 14, while the distance between the dotted

construction lines

39, 39 represents the width of the lVhen point 5A on line 37 of' the diagram has been reached, during the exhaust ports 13. Accordingly the cross hatched area included between line 38 and the portionof the travel line 37 of piston 9 which extends beyond the same represents the period during which the inletports are open. Also, area 41' between line 39 and the portion of travel line 36 which extends beyond the same represents the period during which the exhaust ports are open.

From observation of

areas

40 and 41 it will be evident that the inlet ports do not open fully until approximately point 8A has been reached, which point isa substantial distance more than half way from point SA to point 9A Therefore, the inlet ports will not open fully until more than during which they are at least partly open.

has clasped. The exhaust ports are fully opened at approximately the moment the inlet ports begin to open.

The quick full opening of the exhaust ports permits a quicker exhaust of the burnt gases, than heretofore. The fact that the inlet ports open only slightly at first per-- mits scavenging of the burnt gases from'the cylinder by the aid of fresh charge of less volume than is usual so that there is less likelihood of some of the fresh charge escaping through the exhaust ports with the burnt gases. A more efiicient vacuum in the cylinder than is usual will be produced during the period that the exhaust ports are open before the inlet ports begin to open, because of the greater velocity achieved by the burnt gases in' escaping from the exhaust ports during the early portion of theopening of the exhaust ports, such greater ve locity being due to the greater area of exhaust port opening at this time.

The greatest width of opening of the inlet ports, it will be noted, occurs only at about point SA" on line 37 at whichtime the exhaust ports are nearly closed. Hence the scavenging of the burnt gases from the cylinder will be substantially completed be- .fore the inlet ports are fully open.

A modified construction is illustrated in l igures 7 to 16 inclusive. As is here shown, in place or" having a duplex cylinder with parallel portions side by side as in the construction previously described, a duplex cyl inder may be employed, the two working portions of which are arranged in a straight line with a common axis.

Referring to Fig. 7, a casting 42 is illustrated containing a cylinder with pistons 8 and 9 mounted in the opposite ends thereof. Piston 8 is connected by connecting rod 10 to a crank 7 on crank shaft 6 rotatably mounted in crank case 2 in one end of the construction. Piston 9 is connected by connecting rod 11 to crank 7 of crank shaft 6 rotatably mounted in crank case 2 at the other end of the construction. The pistons move towards and away from each other, a combustion chamber 5 being established between the same. A spark plug or spark plugs may, be usedfor igniting the mixture in this combustion chamber, or fuel injectors may, of course, be used when fresh air is compressed in the combustion chamber as in the first form of construction described. An opening is indicated at 23 for a spark plug or fuel injector.

Crank shaft 6 may be connected suitably as by beveled ears 43. 44, to a. shaft extending paral el to the cylinder and crank shaft 6 may be connected to shaft 45 by similar connections such as the beveled gears 46, 47. By such means or other suitable means the two pistons will be caused to move in properly timed relation to eachother. Shaft 45 may be the main driven shaft.

The construction here illustrated will in other respects be similar to the form of construction previously described. An eccentric bushing 29 is mounted on crank pin 7 and an eccentric bushing 29 on ,crank pin 7*. These bushin s are similar to

bushin portions

29 and 29 respectively shown in Figures 1, 5 and 6, and one of the same, namely bushing 29, will have its axis arranged at an angular advance with respect to the axis of bushing 29 in the same manner that the eccentricity of bushing portion "29 is arranged in advance of bushing portion 29 in Figs. 5 and 6. In Fig. 7 the two cranks are shown at their inner dead center positions, at which time the explosion of the compressed charge in the combustion chamher is to-take place to start the two pistons outwardly on their working strokes. 'At till: time bushing 29* is in the same position as the position of bushing portion 29 shown in F 5 while bushing 29 may be in the same position as that shown for bushing portion 29 in Fig. 6.

Bushing 29 is illustrated as having a spur gear 30 integral therewith or secured thereto, concentric with crank 7*, and adapted to continuously mesh with an internal gear 31 secured within crank case 2". Similarly bushing 29 is provided with a spur gear 30 which continuously meshes with an internal gear 31*. Gears 30 and 30 may be similar to gear 30 and

internal gears

31 and 31 may be similar to internal gear 31, prethe open air through opening 28"; The inner cylindrical portion of piston 8 is adapted to slide within the tubular flange 20* of member 18", while portion 15 of piston 9 slides within tubular flange 20 of member 18*. The annular space 28 as shown in Figs. 7 and 9, is formed within an outward extension of inner wall 3 of the casting, adjacent to the water jacket space 24.

The inlet ports 14 are controlled by piston 9, (see Figs. 7 and 10), in the same manner as inlet ports 14 are controlled by piston 9 in Fig. 1. A passage 43 is formed in the casting, as is shown in Figs. 7, 8 and 9, between ,the outer wall of the casting and the water jacket space 24, and also outside of the ann lar space 28 through the inner walls of which the precompression intake ports 26 extend. This passage 43 conneTts the precompression chamber 27 a adjacent to piston 8 to the similar precompression space 27 at the other end of the duplex cylinder adjacent to piston 9 From the above it will be obvious that the construction illustrated in Figs. 7 to 10 inclusive operates in the same general manner as the construction illustrated in Figs. 1 to 6, a pair of crank shafts being substituted for the single crank shaft utilized in the first form of the invention described. The operation of the engine shown in Fig. 7 may be illustrated by the diagram Fig. 2, in the same manner as has previously been described.

The invention includes engines each having a single duplex'cylinder such as the forms of cylinder shown in Figs. 1 and 7, and: also includes engines each having a plurality of cylinders arranged in various combinations. One such arrangement is indicated diagrammatically in Fig. 11 in which a pair of

duplex cylinders

100, 101, are mounted side by side. Each of the cylinders comprises a'pair of cylinder '

portions

103, 104, and 103 104 which are arranged in the same manner as the cylinders 3 and 4 of the construction shown in Figs. 1 to 6 of the drawings. A single crank shaft 106 is indicated having a pair of cranks 107 and 107 which may be 180 apart. Eccentric bushings are mounted onthe cranks 107, 107 each of which is similar to the bushing 29 (Fig. 1). These bushings are rotated about the cranks in the same manner as has been previously described. The bushing arranged on crank 107 has a pair of portions similar to

bushing portions

29 and 29 previously described which are connected by connecting rods to the pistons in

cylinder portions

103 and 104. The construction is the same in the case of the other cylinder 104. It is obvious that this arrangement may be modified as for example to rovide three cylinders similar to 104 in w ich case the three throws of the crank shaft shaft would be separated 120 apart. f

In the arrangement shown in Fig. 12 a plurality of duplex cylinders of the form illustrated in Figs. 7 to 10 are mounted side by side. These cylinders are indicated at 203, 203 203 and 203. A pair of crank shafts are indicated at 206 206 extending opposite the respective ends of the cylinders. These crank shafts are connected together so as to operate in synchronism, by means of a shaft 245 parallel to the axes of the cylinders and connected to the two crank shafts by suitable means such as the beveled gears 244, 243, indicated at the ends of shaft 245. The axes of all the cylinders will lie in the same plane with the axes of the two crank shafts. Each crank shaft such as 206* will have a plurality of cranks thereon, one for each of the cylinders, such for example, as the crank indicatedat 207, each of which cranks will have an eccentric bushing thereon rotated about the crank in the manner which'has already been described. Each of the cylinders will have a pair of axially aligned pistons therein which may be similar to pistons 8 and 9 shown in Fig. 7, connected by connecting rods to the eccentric bushings on the cranks. The cranks may be arranged at suitable. angular intervals upon the crank shafts in accordance with the number of parallel cylinders used, in the well known manner.

Another arrangement is indicated in Fig. 13, in. which a plurality of

cylinders

303, 303, 303*, etc., are arranged in circular alignment about a shaft which may be the maindriven shaft indicated at 345, the axis of whichis parallel to the axes of the cylinders. The various cylinders may be of either the form shown in Fig. 1, or the form shown in Fig, 7, the form of cylinder shown in Fig. 7 being indicated, in the arrangement illustrated in Fig. 13. Each of the cylinders 303, etc, has a pair of axially aligned pistons therein each of which is connected by a connecting rod to an eccentric bushing on a crank shaft extending across the adj acent end of the cylinder. A separate crank shaft having a single throw or crank will be provided for each piston. One such crank shaft is indicated at 306 which as indicated may be suitably connected as by beveled.

till

masses gears to the driven shaft 345, the arrangement being the same in the case of all the cylinders. Each crank shaft will extend radially with respect to the driven shaft 345, the axis of each crank shaft extending at right angles to the axis of the driven shaft and each of the crank shafts at one end of the construction being provided with beveled gears such as the gear 343, all of these gears meshing with a single gear 344: on the adjacent end of shaft 345.

It should be understood that various modifications of the structures described may be made without departing from the spirit of the invention, and also that various features of the constructions described may be used so far as concerns certain aspects of the invention, without certain other features.

It will be noted that the expression crank shaft means in certain of the claims is in tended to include a single crank shaft such as that shown in Fig. 1 oria plurality of crank shafts such as are illustrated in Fig. 7, and that the expression crank means of said crank shaft means similarly refers to a single crank or a plurality of cranks on said crank shaft or crank shafts. Similarly the expression bushing means on said crank means refers to a bushing on a single crank such as crank 7 in Fig. 1, or a. plurality of bushings such as

bushings

29 and 29 on cranks 7 a and 7 in Fig. 7. The statement that such crank means are positioned at the same points'of the crank stroke circle should be taken to include the case of a single crank such as the crank 7 in Fig. 1, both end portions of which are in the same angular position with respect to the stroke circle of the crank shaft; or a plurality of cranks, such as cranks 7 and 7 of Fig. 7, which are positioned in the same angular relation to the stroke circles of their respective crank shafts. Likewise the reference in certain claims to a cylinder having a pair of cylinder portions the axes of which portions are arranged in the same plane, includes a cylinder such as that shown in Fig. 7 having two working portions, the axis of one of which is in alignment with the axis of the other, as well as a construction such as that shown in Fig. 1 in which the two cylinder portions are side by side.

It will be noted thatall novel combinations which may be common to this application and to my co-pending application Serial No. 558,102, internal combustion engines, filed May 3, 1922, are sought to be claimed herein.

It should be understood that while I have described certain forms and features of the invention with particularity, the invention is not limited to the exact details which have been described, but that various modifications may be employed, as will be clear to those skilled in the art, after reading this specification, the scope of the invention being indicated by the accompanying claims.

What I claim is:

1. In an internal combustion engine, thecombination of a crank shaft, a cylinder comprising a pair of parallel cylinder portions arranged with their axes in a plane which also includes the axis of the crank shaft, pistons in said cylinder portions, and

connections between said pistons and crank shaft such that both pistons will have strokes of equal length, and both will start together on certain strokes in the same direction, from corresponding points intheir respective cylinder portions at'approximately the same times, but that one piston will obtain a lead over the other after passing such point. 2. In an internal combustion engine, the combination of a duplex cylinder having a pair of cylinder portions and a common combustion chamber, pistons in said cylinder portions, and crank shaft means, the axes of said cylinder portions and crank shaft means all being arranged in the same plane, and connections between said pistons and crank shaft means, such that both pistons will have strokes of equal length, and will pass certain corresponding points of their respective cylinder portions while moving in the same direction at approximately the same time, but that one piston will obtain a lead over the other after passing such point. r 3. In an internal combustion engine, the combination of a duplex cylinder having a pair of cylinder portions and a common combustion chamber, pistons in said cylinder portions, and crank shaft means, the axes of said cylinder portions and crank shaft means all being arranged in the same plane, and connections between said pistons and crank shaft means, including connecting rods and means interposed between said connecting rods and the crank means of said crank shaft means, said interposed means being movable relatively to saidcrank means and arranged to cause one of said pistons to obtain a lead over the other during strokes thereof.

4. In an internal combustion en ine, the combination of a duplex cylinder aving a pair of cylinder portions and a common combustion chamber, pistons in said cylinder portions, and crankshaft means, the axes of hit said cylinder portions and crank shaft means other during strokes thereof, said istons being arranged to start together on t eir working strokes.

5. In an internal combustion engine, the combination. of crankshaft means having 'means about said crank means, a pair of cylinder portions, pistons therein, and connecting rods connectlng said pistons and eccentrlc bushing means, sald cylinder portions having exhaust and intake ports respectively, controlled by said pistons.

6. In aninternal combustion engine, the combination of a crankshaft having a crank pin, a pair of eccentrics on said crank pin, one of the same being angularly advanced with respect to the other, a pair of cylinder portions, pistons therein, connecting rods connecting said pistons and eccentrics, re

spectively, and positive means for rotating said eccentrics together about said crank pin during the rotation of said crank pin about the axis of said crankshaft.

7. In an internal combustion engine, the combination of a crankshaft having a crank pin, a pair of eccentrics on said crank pin, one of the same being angularly advanced with respect to the other, a cylinder structure comprising a pair of cylinder portions and a common combustion chamber, one of said portions having an inlet port and the other an exhaust port, pistons in said cylinder portions, controlling said ports respectively, connecting rods connecting said pistons and eccentrics respectively, and means for rotating said eccentrics together about said crank pin during the rotation of the latter to cause the exhaust port to be opened and closed before the inlet port is opened and closed.

8. In an internal combustion engine, the combination of crankshaft means having crank means thereon positioned at the same points of the crank stroke circle, eccentric means on said crank means having two portions, one of the same being angularly advanced with respect to the other, a pair of cylinder portions, pistons therein, connecting rods connecting said pistons and said eccentric means portions, respectively, and positive means for rotating said eccentric means about said crank means during the rotation of said crank means.

9. In an internal combustion engine, the combination of a cylinder structure comprising a pair of cylinder portions, one of the same having an inlet port and the other an exhaust port, pistons in said cylinder portions, controlling said ports, respectively, crank shaft means having crank means thereon at the same points of the crank stroke circle, eccentric means on said crank means, connecting rods connecting said pistons and eccentric means, and means for rotating said eccentric means about said crank means in such manner as to cause the exhaust port to 'be uncovered by one of said pistons before the inlet port is uncovered by the other iston, and to cause the exhaust port to closed by the first named piston before the inlet port is closed by the second named piston.

10. In an internal combustion engine, the combination of a duplex cylinder having a pair of cylinderportions and a common combustion chamber, one of said portions having an inlet port and the other an exhaust port, pistons in said cylinder portions, controlling said ports, respectively, crankshaft means, and connections between said pistons and crankshaft means, including eccentric means, such that said pistons move with variable speeds, that of one being different from that of the other, both pistons have a common working stroke, and one piston will obtain a lead over the other at appropriate times to open and cover them:- haust port before the other piston opens and covers, respectively, the inlet port.

11. In an internal combustion engine, the

combination of a cylinder having an inlet port, a piston in said cylinder controlling the opening and closing of said port, a crank shaft having 'a crank, an eccentric member on said crank, a connecting rod connecting said piston and eccentric member, and means for rotating said eccentric member about said crank in such a manner that the port will be gradually opened for a period until it is fully open, and will then be fully closed within a shorter period.

12. In an internal combustion engine, the combination of a cylinder having an inlet port, a piston in said cylinder controlling the opening and closing of said port, a crank shaft, connections between said pis ton and crank shaft including an eccentric, and means for rotating said eccentric in such a manner that the port will be gradually opened for a period until it is fully open, and will then be fully closed vwithin a shorter period.

13. In an internal combustion engine, the combination of a cylinder having an exhaust port, a'piston in said cylinder controlling the opening and closing of said port, a crank shaft having a crank, an eccentric member on said crank, a connecting rod connecting said piston and eccentric member, and means for rotating said eccentric member about said crank in such a manner that the port will be fully opened within a certain period, and will then be gradually closed during a longer period.

14. In an internal combustion engine, the combination of a cylinder having an exhaust port, a piston in said cylinder controlling the opening and closing of said port, a crank haft, connections between said piston and crank shaft including an eccentric, and means for rotating said eccentric in such a manner that the port will be fully opened within a certain period, and Will then be gradually closed during a longer period.

15. In an internal combustion engine, the.

combinationof cylinder means having inlet and exhaust ports, and means including sliding means and operating means of variable speed therefor for opening and closing said ports periodically in such manner that the exhaust port will be substantially fully open at the time when the inlet port begins to open, and that the exhaust port will grad-l ually close thereafter during the time that the inlet port gradually opens.

16. In an internal combustion engine, the combination of cylinder means having inlet and exhaust ports, and means, including sliding means and operating means therefor of variable speed for opening and closing said ports periodically in such manner that the exhaust port will begin to open before the inlet port, and will close before the inlet port, and that the inlet port will open gradually, so that its full opening Will not take place until the exhaust port is nearly closed.

17. In an internal combustion engine, the combination of cylinder means having inlet and exhaust ports, and means, including sliding means and operating means there for of variable speed for opening and closing said ports periodically in such manner that the exhaust port will begin to open before-the inlet port, and will close before the inlet port, and that the full opening of the inlet port will be retarded, and its closing accelerated, and the full opening of the exhaust port will be accelerated, and its closing retarded.

18. In an internal wmbustion engine, the combination of cylinder means having inlet and exhaust ports, a pair of pistons in said cylinder means, one controlling the opening and closing of the inlet and the other controlling the opening and closing of the exhaust port, and means including eccentrics for reciprocating said pistons in such' a manner that the exhaust port will be substantially fully open at the time when the inlet port begins to open, and that the exhaust port will graduall close thereafter while the inlet port grat ually opens.

19. In an internal combustion engine, the combination of cylinder means having inlet and exhaust ports, and means including reciprocating members and eccentrics connected therewith for opening and closing said ports periodically in such manner that the exhaust port will be substantially fully open at the time when the inlet port begins to 3 open, and that the inlet port will open gradually while the exhaust port closes gradually, the maximum opening "of the inlet port oc curring at about the time the exhaust is fully closed.

20. In an internal combustion engine, the

combination of a cylinder structure comprising a pair of cylinder portions, one of the same having an inlet port and the other an exhaust port, pistons in said cylinder portions, controlling said ports respectively, crankshaft means, and connections between the same and said pistons, including eccentric means, and means for rotating said eccentric means, in such manner that the exhaust port Will be quickly opened and gradually closed, and the inlet port Will be gradually opened and quickly closed.

21. In an internal combustion engine, the combination of a cylinder structure comprising a .pair of cylinder portions, one of the same having an inlet port and the other an exhaust port. pistons in said cylinder portions, controlling said ports respectively, crankshaft means, and connections between the same and said pistons, including eccentric means, and means for rotatin said eccentric means, in such manner that t e exhaust port Will be substantially fully open at the time when the inlet port begins to open, and that the inlet port will open gradually while the exhaust portmloses gradually. the maximum opening of the inlet port occurring at about the time the exhaust port is fully closed.

22. In an internal combustion engine, the combination of a cylinder, a piston therein, and means including an eccentric for reciprocating said piston in such manner that all of its strokes in one direction will occupy a longer time interval than its strokes in the opposite direction, while all the strokes of said piston will be equal in length.

23. In an internal combustion engine, the combination of a cylinder having a port, a piston in said cylinder controlling the opening and closing of said port, and means including an eccentric for reciprocating said piston in such a manner that the port will be uncovered thereby during one period of time until it is fully open and will then be closed thereby during a period of time of difierent length.

24. In an internal combustion engine, the combination of cylinder means having a common combustion chamber, a pair of pistons in said cylinder means, and means including eccentrics for reciprocating said pistons in such manner that both will have strokes of equal length, but that all of the inward strokes of one of the same will 00- cupy longer time intervals than its outward strokes, while all of the inward strokes of the other willoccupy shorter time intervals than its outward strokes.

25. In an internal combustion engine, the combination of cylinder means having a common combustion chamber, a pair of pistons in said cylinder means, said cyl inder means having exhaust and inlet ports controlled respectively by said pistons, and

res

means including eccentrics for reciprocating said pistons in such manner that, during.

the Working stroke of both, the travel of the piston controlling the exhaust port will be accelerated and the travel of the piston controlling the inlet port will be retarded, to cause the opening of the exhaust port before that of the inlet port, both pistons having all strokes of equal length.

26. In an internal combustion engine, the combination of cylinder means having a common combustion chamber, a 'pair of pistons in said cylinder means, said cylinder means having exhaust and inlet ports controlled respectively by said pistons, and means including eccentrics for reciprocating said pistons in such manner that, during the outward and inward strokes of both, the exhaust port wiii be fuliy opened at about the moment that the inlet port begins to open, and that the exhaust port will be gradually closed while the inlet port is gradually opened, and that the inlet port will then be fully closed shortly after the exhaust port has been closed.

27. In an internai combustion engine, the combination of cylinder means having iniet and exhaust ports and means for opening and closing said ports periodically, said means comprising a pair of reciprocating membersrotating means, and connections between said rotating means and said members such that the exhaust port will be quickly opened by one of said members and will be gradually closed thereafter, and that the other of said members will begin to open the inlet port when the exhaust port is substantially fullyopen, and will open the inlet port gradually during the time that the exhaust port is being gradually closed.

28. In an internal combustion engine, the combination of a cylinder, having a port opening therein, a piston in said cylinder, a crankshaft and means for reciprocating said piston with an accelerated inward stroke and a retarded outward stroke, com prising an eccentric bushing on the crank pin of said crankshaft, means for rotating said bushing about said crank pin during the rotation oi the crankshaft, and a con,- nccting rod connected with said piston and journalled on said bushing, all of said parts being so arranged as to cause said piston to uncover said port towards the endiiot all of its outward strokes, and then again cover the same.

in testimony whereof l have signed my name to this specification, at New York city, N. 1 this 20th day of April, 1922.

J. TGTH.